Semiautomatic starter control



Nov. 19 1935. w. L. MOGRATH 2,021,516

SBIIAUTOIATIC STARTER CONTROL Filed Sept. 15, 1933 2 Sheets-Sheet 1.

X: 4 6\ 597m" k 3 5 16 9 llllllll NOV. 19, 1935. I w McGRATl-l 2,021,516

SEIIAUTONATIC STARTER CONTROL Filed Sept. 15, 1933 2 Sheets-Sheet 2 V 13 j ,---J/ INVENTOR.

Mama/22 mm wwwsfi BY M 1 MI) ATT RNEY.

Patented Nov. 19, 1935 V PATENT OFFICE 2,021,516 SEMIAUTOMATIC STARTER cos'mor.

William L. moms, Elmira, Eclipse Machine Company,

N. Y., assignor to Elmira Heights,

N. Y., a corporation of New York p Application September, 1933, SerialNo. 889,822

11 Claims.

This invention relates to a semi-automatic starter control for internal combustion engines,

and moreparticularly to a starter control of the.

Another object is to provide such a devicewhich is arranged to actuate the starting mechanism only when the operator so manipulates the control member as to demand power (mm the engine.

Another object is to provide such a device which, when the starter is actuated. insures continuous cranking oi the engine regardless manipulation oi the clutch pedal to engage or release the clutch.

A further object is to provide such a device in which final movement of: the clutch pedal in one direction may be caused to interrupt cranking.

Another object is to provide such a device in which accidental movement or the car by the starter is impossible, although the car may be moved by means of the starter when so desired.

Further objects and advantages will be apparent to those skilled in this art from the following description taken in connection with the accompanying drawings, in which:

Fig. l is a semi-diagrammatic illustration of a preferred embodiment oi the invention showing the parts in idle position; i

Fig. 2 is a similar view showing the parts in the positions assumed when the ignition switch is closed, and the clutch pedal tullydepressed;

Fig. 3 is a similar view showing the position of the parts when the cranking operation is initiated by releasing the clutch pedal; and r 'Fig. 4 is a view showing a variation 0! the generic invention with the parts in the positions assumed during cranking when the clutch pedalisdepressedtothelimitoiitstravol.

Referring first to Fig. 1 of them-swings. there is illustrated an internal combustionengine I, a load clutch I for the engine and scontrol member for the clutch in the form of a clutch pedal}. Starting mechanism for the englue is illustrated comprising a battery 4. groundedattand connectedbyaleadttoa magnetic starting switch I which in turn is connected by a lead 0 to the starting motorBM which is grounded at 9 to the starting circuit.

A control circuit ;for the magnetic starting switch I is illustrated comprising a manual switch ii which is preferably the ignition switch o! the engine and which is connected by a lead I! to the battery lead 6, and a control switch indicated generally by numeral I: connected to the'manual switch by a lead II, and connected by a lead it to a solenoid It for actuating the 10 starting switch 1. The solenoid I6 is grounded to complete the control circuit through the usual engine driven generator G whereby the voltage of the generator opposes the flow of battery current through the control circuit, and the generator thus cooperates to provide means for deenergizing the control circuit when the engine becomes sel1' -operative. v According to the present invention, the control switch It comprises a rotor i1, pivoted at It and connected to be operated from the clutch pedal 8 by suitable linkage as indicated at II. The rotor I1 is provided with an arcuate contact 2| which is connected to the lead i501 the control circuit, and a brush is arranged to normally bear on said contact. Brush 22 is connected to the lead H of the control circuit through a resistor 23 of such value as to reduce the current flowing through the control circuit to a mere holding value for the solenoid it.

The present invention further comprises means for shorting the resistor 23 in order to secure full energization of the solenoid i8 and consequent initiation of the cranking operation. As here shown this means is in the form of a second brush 24 mounted in position to engage the arcuate contact 2i when the clutch pedal I is depressed, sufliciently to open the clutch as illustrated in Fig. 3. Brush 24 is connected directly to the lead, ll of the control circuit so that when said brush engages the arcuate contact, the resistor 23 which is in shunt therewith is shorted out. Means are provided for preventing engagement oi brush it with contact II when the rotor n or switch is is being moved by operation oi the clutch pedal I to disengage the clutch, that is, when the rotor I1 is turning in a counter clockwise direction as indicated by the arrow at in Fig. 2. As here shown, this means is in the form or a friction element 2! carried by the brush it and arranged to bear resiliently on the rotor IT. This element 25 ispreterably of some material such as rubber having a comparatively high coemcient .0! friction whereby rotation of the rotor in the counter clockwise direction deflects the brush 24 and raises the contact portion 26 thereon out of engagement with the rotor. Rotation of the rotor il in a clockwise direction as indicated by the arrow 11 in Fig. 3 causes the contact portion 26 of brush 24 to be pressed firmly into engagement with the rotor whereby the electrical connection therethrough is completed when the arcuate contact 2| is in position to engage said brush.

The arcuate contact 2| is preferably so dimensioned with respect to the brush 22 that when the clutch pedal 3 is fully depressed as illustrated in Fig. 2, contact 2| will have moved beyond the brush 22, thus opening the shunt circuit through resistor 23 and completely breaking the control circuit. Full depression of the clutch pedal 3 is thus caused to interrupt the cranking operation. However, if it is not desired to incorporate this feature in the starter control, the brush 22 may be omitted and the resistor 23 may be connected directly to the lead i5 of the control circuit asindicated at 23 in Fig. 4. The resistance 23 functions the same as resistance 23 to maintain the cranking operation irrespective of motion of-the clutch pedal 3 suihcient to open or close the clutch, and resistance 23 also serves to maintain cranking even though the clutch pedal be depressed to the limit of its travel as shown in Fig. 4.

The generator G may be the usual engine driven type with which motor vehicles are ordinarily equipped, but is preferably arranged to have its field separately excited from the battery in order to secure a higher voltage output at low engine speeds. As here illustrated, this is accomplished by connecting the field 21 to the lead I 4 of the control circuit by means of a lead 28 whereby the field 21 is energized from the battery upon closure of the manual switch N. This arrangement has been found efiective in preventing free spinning of the starting motor due to a false start of the engine, in which case it sometimes happens that with the conventional hookup the starting pinion is kicked out of mesh with the engine gear without the generator building up sufficiently to cause the starting switch to open.

In the opeartion of this device, starting with the parts in their idle positions as illustrated in Fig. 1, closure of the manual switch causes energization of the generator field 21 and causes a current to flow through the solenoid IE, but since the current so flowing traverses the resistor 23, it is not sufficient to cause closure of the starting switch 1. Depression of the clutch pedal by the operator to disengage the clutch causes counter clockwise rotation of the rotor H of the control switch to bring the arcuate contact 2| beneath the brush 24. At this time, however, the contact portion 26 of the brush 24 is raised by the action of the friction element 25, as shown in Fig. 2, so that the direct connection from the battery to the solenoid i6 is not completed. clutch pedal to close the clutch causes the contact portion 26 of the brush 24 to engage the arcuate contact 2| whereby the full battery voltage is applied to the solenoid i6 causing closure of the starting switch 1, and consequent cranking of the engine l as illustrated in Fig. 3. Subsequent movement of the clutch pedal 3 to close or open the clutch 2 has no effect upon the cranking operation since the current flowing through the resistor 23 and brush 22 is sumcient to maintain the starting switch 1 closed and pre- Thereafter, backward motion of the vent interruption of the cranking operation un less the clutch pedal is completely depressed so as to cause the arcuate contact 2| to move out from under the brush 22. This enables the operator to use the starting mechanism to move 5 a stalled car, by precisely the same manipulations he would use if the engine were functioning normally. This is particularly advantageous in emergencies.

When the engine becomes self-operative, the i0 generator G builds up and opposes the flow of current through the control circuit whereby the solenoid I6 is deenergized and the starting switch opened.

In case of a false start where the engine ex- 15 plodes once or twice sufllciently to disconnect the starter gearing and then dies, it may happen, as above pointed out, that the generator may not build up sufliciently to open the starting switch. In such a case, restarting may be readily se- 20 cured by completely depressing the clutch pedal in order to permit the starting motor to come to rest and then releasing the clutch pedal whereupon the starting operation will be repeated. It will be understood that where the resistor 23 is 25 used, which is always connected in the control circuit, the same result will be secured by opening the manual switch ii to permit the starting motor to come to rest and then repeating the starting operation. 30

Although one embodiment of the invention has been shown and described in detail it will be understood that other embodiments are possible and various changes may be made in the details and construction of the parts without departing 35 from the spirit of the invention as defined in the claims appended hereto.

What is claimed is:

1. In combination with an internal combustion engine, a load clutch for the engine and a 40 control member therefor, starting mechanism for the engine, means for causing actuation of the starting mechanism responsive to reversal of movement of the control member, means for maintaining the energization of the starting 5 mechanism irrespective of further actuation of the control member to open or close the clutch, and means for deenergizing the starting mechanism responsive to self-operation of the engine irrespective of clutch closing movement of the 50 clutch.

2. In combination with an internal combustion engine, a load clutch for the engine and a control member therefor, starting mechanism for the engine, means for causing actuation of 55 the starting mechanism responsive to movement of the control member in a direction to close the clutch, means for maintaining the energization of the starting mechanism irrespective oi actuation of the control member to open or close the clutch, and means for denergizing the starting mechanism responsive to self-operation of the engine irrespective of such opening or closing of the clutch.

3. In combination with an internal combustion engine, a load clutch for the engine and a control member therefor, starting mechanism for the engine including a magnetic starting switch and a control circuit therefor, means for energizing the control circuit to close the starting 70 switch responsive to reversal of motion of the control member, means for maintaining the energization of the control circuit to hold the starting switch closed irrespective of the further actuation of the control member to open or close 7| the clutch, and means responsive to self-operation of the engine for deenergizing the control circuit irrespective of such further actuation of the control member.

4. In combination with an internal combus tion engine, a load clutch for the engine and a control member therefor, starting mechanism for the engine including a magnetic starting switch and a control circuit therefor, means for energizing the control circuit to close the starting switch responsive to motion of the control member in a direction to close the clutch, means for maintaining the energization of the control circuit to hold the starting switch closed irrespective of further actuation of the control mem-' ber to open or close the clutch, and means responsive to self-operation of the engine for deenergizing the control circuit irrespective of such further actuation of the control member.

5. In combination with an internal combustion engine, a load clutch for the engine and a control member therefonstartin'g mechanism for the engine including a magnetic starting switch and a control circuit therefor including an element having such resistance as to limit the current passing therethrough to a holding value for the starting switch and a switch operable by clutch closing movement of the control member to short circuit said resistance.

6. In combination with an internal combustion engine, a load clutch for the engine and a control member therefor, starting mechanism for the engine including a magnetic starting switch and a control circuit therefor including,

a resistance element and a switch operable to short circuit said resistance by movement of the control member in a direction to close the clutch, the resistance of said element being such as to limit the current through the control circuit to a holding value for said switch.

'1. In combination with an internal combustion engine, a load clutch for said engine and a control member therefor, a starting system for the engine, means for energizing the starting system responsive to the movement of the control member in a direction to close the clutch, means for maintaining the cranking operation irrespective of the motion of the control member sufllcient to open or close the clutch, and means for interrupting the cranking operation responsive to motion of the control member substantially to one limit of its travel.

8. In combination with an internal combustion engine, a load clutch for said engine and a control member therefor, a starting system for the engine, means for energizing the starting system responsive to the movement of the control member in a direction to close the clutch, 5 and means for interrupting the cranking operation responsive to motion of the control member substantially to the limit of its travel in the direction to release the clutch.

9. In combination with an internal combustion engine, a load clutch forsaid engine and a control member therefor, a starting system for said engine including a starting switch, a control circuit for said starting switch including a control switch, means for closing said con- 5 trol switch responsive to movement of the clutch control member in a direction to close the clutch, means including a resistor operable to shunt said control switch and thereby hold the starting switch closed, and means for deenergizing go said control circuit responsive to self-operation of the engine.

10. In combination with an internal comb tion engine, a load clutch for said engine and a control member therefor, a starting system 5 for said engine including a starting switch, a control circuit for said starting switch including a control switch, means for closing said control switch responsive to movement of the clutch control member in a direction to close the clutch, means including a resistor operable to shunt .said control switch and thereby hold the starting switch closed, and means for opening said resistor shunt responsive to movement of the clutch control member substantially to one limit of its travel.

11. In combination with an internal combustion engine, a load clutch for said engine and a control member therefor, a starting system for said engine including a starting switch. a 0 control circuit for said starting switch including a control switch, means for closing said control switch responsive to movement of the clutch control member in a direction to close'the clutch, means including a resistor operable to shunt said control switch and thereby hold the starting switch closed, said control switch embodying means for rendering said resistor shunt means inoperative responsive to movement of the clutch control member substantially to the limit of its a travel in a direction to release the clutch.

WILIJAM L. MOGRATH. 

